Berthing

Parts
of ships and berthing lines

To
standardise terms for parts of ship and ship manoeuvres and so on, the
Australian Maritime Safety Authority (AMSA) has produced a standard marine
vocabulary. You should become familiar with this standard or official
vocabulary.

However,
if you find that your employer and skipper are using different words,
use the words they use on that vessel.

What's
most important is that you and your skipper communicate effectively so
that you both clearly understand what's being discussed about your job.
If you're on a different vessel, use your own judgement about which terms
to use.

These figures
show you some of the terms we'll use in this module. Others are explained
in the glossary.

You'll
notice that these three figures display ocean-going ships. The same terms
are used for small vessels. You need to become very familiar with the
expressions and abbreviations used in berthing and other operations.

Take some
time to study the glossary at the beginning of this module. If you wish
to know more, consult a dictionary of nautical terms.

Standard wheel
and engine orders

When
taking the wheel as your vessel approaches or leaves the wharf, use standard
wheel orders. Make sure you know what the skipper's orders mean.

All
wheel orders given by the skipper should be repeated by the helmsman and carried
out correctly and immediately. All wheel orders should be held until countermanded.
The helmsman should report immediately if the vessel does not answer the wheel.

When
the skipper of the watch requires a course to be steered by compass, the direction
in which he wants the wheel turned should be stated and each numeral is to
be said separately, including zero.

Before berthing
and unberthing

Before
a vessel leaves or approaches a wharf, have a clear idea of the skipper's
plan. If you're the only deckhand on board, go to your skipper and find out
what's required. If you're one of several deckhands, the senior deckhand will
see the skipper and then tell you about your tasks.

During
berthing and unberthing operations, many things can go wrong. If you notice
dangers, obstructions or anything else not seen by your skipper, pass on the
information. In fact, it's a good idea, well before the operation, to know
what sort of information is important to pass on.

You
are under the direction of the skipper or senior deckhand at this point. Follow
all instructions carefully. You cannot get in trouble for doing what you were
told.

Safety precautions
during berthing and unberthing

Berthing
and unberthing operations are normally carried out safely and uneventfully,
but there are some hazards to be aware of.

Bights of line

When
a length of rope is folded or bent, the 'bend' is called the bight of line.

A
fairlead is a fitting used to redirect a line slightly. It is designed
to minimise damage caused by friction (see Figure 10 for examples of fairleads,
listed as 'chocks').

Imagine
the following scene. It's a very real situation.

A
berthing line is lying in a bight on deck. One end of the line is on the bollard
ashore and the inboard end is made fast (on the winch or capstan). Strain
is put on the line, so the bight pulls tight. A deckhand happens to have their
foot in the bight. The rope pulls tight around their foot. The line happens
to run out through a fairlead and the deckhand is taken out with the line.

The
message is: never stand in a bight of line no matter how harmless it may look!

If
too much strain is put on a berthing line, it will break. The line may also
break if the vessel moves in an unexpected way when a line is made fast to
the bollard ashore. The table below briefly explains how to recognise signs
of strain in natural and synthetic fibre lines. The pull or tension can cause
the rope to break or part. This can be very dangerous.

Signs of strain

Natural fibre
lines

Natural
fibre lines usually make a creaking sound when they approach breaking strain.

Synthetic fibre
lines

The
line gets thinner and stretches. There's no sound; it just breaks like an
elastic band.

If
synthetic fibre lines part, they will whip back and injure, and wrap around
a person standing near. Deckhands have lost limbs in this way!

The
message is:

·Watch lines closely. If the lines come under
strain, keep an eye on your skipper and be ready to ease the line.

·If for some reason it isn't possible to ease
the line, warn others nearby to move away.

Leave
lines slack to allow for tidal range!

Passengers near
lines

Be ready

Always
have lines ready ahead of time. This avoids delays in making the vessel fast.
Often a combination of tide, current or wind factors make it difficult to
manoeuvre the vessel into position and hold it there while it is made fast.
Your actions and initiative as a deckhand will help the skipper.

Communication

Make
sure you have two-way communication with the skipper at all times, even when
out of sight.

The
best way to learn to handling lines is to watch an expert, and then try yourself
under the expert's guidance. Watch how lines are handled on your own vessel
and also on vessels around you. Take every opportunity to practice because
successful moorings will often depend on your skills in handling lines.

Heaving lines

A
heaving line is a light line you 'heave' ashore to someone on the wharf. The
person then uses the heaving line to pull your berthing line cross to the wharf.
Whether or not you use a heaving line depends on the size of your vessel and
the berthing operation.

There
are two parts to heaving a line. You need to prepare the line, ready for throwing.
This is sometimes called making up the line.

Make
up a small tight coil in your throwing hand (either right-handed or left-handed).
On the end of the coil attach a small sand bag. This small coil will be about
one-third of the rope length.

In
your other hand, you make up larger, looser coils. You will need enough length
to reach the wharf.

After
you have made up the line, you are ready. The small coil is thrown with your
throwing hand straight out. The line must be allowed to run freely from the
looser coil in your other, now open, hand. The most frequent cause of bad casts
is not having the larger coil properly clear for running.

Do
not put weights of any sort on the end of a heaving line.This
can be dangerous!

Lassoing a bollard

Use
the lasso technique on small vessels with lighter lines or in calm waters
where the vessel can easily approach the wharf. The wharf bollard is lassoed
with the berthing line.

Steps
for lasso technique

Other
information

Coil
line.

Coil
enough line to reach the bollard in your throwing hand.

Hold
the eye.

Hold
the eye so that the soft side of the eye near the splice is also held
in your hand.

Throw
the line

Throw
the line and sufficient coils of it to the top of the wharf post or bollard.

It
takes practice, on-the-job experience and expert advice before you become
skilled at lassoing. Practise in your spare time both aboard and ashore. Ask
more experienced deckhands for tips or advice on your throw.

Steps
to cast off

Other
information

Slack
away line on board.

Give
line a vertical flick.

The
eye will rise up and off the mooring post or bollard on the wharf. Practice
makes perfect.

Fendering

Fenders
are used to avoid damage to the vessel's paintwork, the side fittings and
equipment as it approaches the wharf or after tying up and the waves and swell
move the boat about.

Fenders
are rigged to absorb impact and/or chafing. Fenders come in many shapes and
sizes, from rubber to small fibreglass and plastic ones. Note that life jackets
should never be used as fenders... that's not their purpose.

Fenders
are often needed when any difficulty occurs with the berthing or unberthing
operation. So be ready. Lay them out ahead of time.

Take
care when using fenders. Sometimes it's appropriate to hold them in place
by their lanyard, and sometimes they need to be secured. Avoid getting your
hands caught. Plan how to tie them off safely.

Tie
off fenders with either a slipping clove hitch or a clove hitch and a half
hitch.

Tie
the fenders onto the bollards or bitts. Do not to tie fenders to guardrails
or handrails if there is any possibility that the fenders will get caught
and pull the rail. Bent rails are expensive to repair.

Sharing wharf
bollards

Sometimes
more than one vessel uses the same post (bollard) on the wharf. What occurs,
then, if the first vessel wants to leave before the second vessel with its
lines on top! Does this mean that the vessel with its lines at the top must
always leave first?

Fortunately
there is a simple way around this problem, referred to as dipping the eye...

Dipping the eye

If you arrive at a wharf and you
find another vessel’s lines already occupying the bollard you want to use, you
need to:
• pass the eye of your berthing line through the eye of the other vessel’s line
at the bollard
• then pass your line over the bollard.
This allows either vessel to let go without interfering with, or needing the
cooperation of, the other vessel.

A
capstan and warping drum are both parts of winching gear and are used to control
or tighten lines. The most obvious difference is that a capstan is on a vertical
shaft, whereas a warping drum is on a horizontal shaft. The procedure is explained
below.

Controlling or
tightening line

Steps

Other
information

Send
berthing line ashore.

Transfer
inboard end to drum.

Take
several turns around drum.

Four
turns usually maximum. How many depends on what berthing line is made
of and stress on line.

Avoid
riding turns (where one turn on the drum rides over next turn). A riding
turn can prevent you slacking back.

Tension
line.

Lean
back on line, and then bring in hand over hand.

Transfer
line to bitt.

Be
careful to stand out of the line of recoil, to avoid
being hit if the line parts (see bollard hitch below).

Rope
stoppers are used to temporally hold the strain in a line while it is transferred
from the drum to the bitts.

Fixing or passing
a stopper for natural fibre lines

Figure
7: Stopper fixed (natural fibre)

Fixing or passing
a stopper for synthetic fibre lines

Figure
8: Stopper passed (synthetic fibre)

While
the stopper is temporarily holding the berthing line under stress, the inboard
end of the berthing line is transferred to the bitts.

Securing lines
to bitts, cleats and staghorns

There
is definitely a right way to turn up a line.

Done
properly

Done
badly

turning
up a line is quick and easy

the
job will hold

the
line can be slacked off or released under control

may
jam

may
be difficult to release

may
take charge at the last turn and run out uncontrollably, if under strain

Never
fasten a mooring, berthing or anchor warp or line to a single post with any
form of hitch or knot such as a clove hitch. If the hitch is wet, or under
strain you will not get it off (see bollard hitch in Figure 11).

Bitts

Using
synthetic fibre lines

Using
natural fibre lines

Take
two turns around front bitt and ease or surge line if under strain.

Take
the first turn once around both bitts.

Commence
figure-of-eight turns.

Commence
figure-of-eight turns.

Figure
9: Turning upon a bitt

Cleats

Using
natural fibre lines

Usingsynthetic lines

Take
a half turn around the cleat.

Take
a full turn around the cleat.

Commence
the figure-of-eight turns.

Commence
the figure of eight turns.

Ask
your instructor to demonstrate.

Figure
10: Deck fitting used in moorings

Staghorns

Staghorns
are a combination of a fairlead and cleat. Lines are turned up as for cleats.
Ask your skipper or senior deckhand to point these out for you.

Sampson post
or bollard

Some
small vessels may have a single post (a sampson post) for berthing lines and
anchor warps (line). The following is the correct technique.

Bollard hitch
(or lighterman's hitch)

·Take several turns around the single post.

·Bring a bight of line under the standing part.

·Drop the bight over the post, as shown in the
figure to the right.

On your vessel

Vessels
are constructed and fitted out in different ways, and they perform very different
operations. It is, therefore, practical to check with your skipper what are
the requirements for particular tasks. Generally, mariners are happy to explain
why they want a task done in a particular way.

If
you see operations you don't understand, ask other deckhands, the senior deckhand
or the skipper. It's better to ask questions than make mistakes.